Modeller

On April 1918 new fighters Fokker D.VII were delivered to the most known and experienced hunting units (Jastas). This plane is seriously differed among all others fighters of that time, especially for its excellent flying performances, strong construction and highly live ness. British and French pilots, whos meet new fighter in the sky of Western Front, gave it nickname square-nosed. Dogfighters with square nosed planes was fatal for allied planes in majority of cases.
First barchs of Fokker D.VII were built directly on the Fokker plants in Schwerin. German Air Commanding need a more quantity of new fighters and soon Albatros Werke received order to produce D.VII under license. Apart head plants, located in Johannisthal, Albatros company had a branch plants in Schneidemuhl, named OsTDeutschen Albatros Werken. Possibilities of the OAW factory allowed building more aircrafts than Albatros and Fokker plants build together.
Early OAW - built planes were similar to Fokker - built machines in almost details. Main difference was four-color lozenge fabric on all surfaces apart nose, where distinctive giraffe - like pattern is applied, - mauve stains on the green cowling.
On May 1918 firsts shame news came from the Front: several D.VII crashed after in-flight fires; origin of these troubles was unknown until Lt.F. Friedrichs survived after same accident. He reported that ammunition in his aircraft caught fire and main fuel tank and fuels vapor around the engine flashed also.
Ammunitions installation was improved. For best ventilation of engine many additional louvers on the lateral panels were added. Through all period when OAW build Fokker D.VII, different sub modification had non-similar external points of cooling system.
About 2000 Fokker D.II was built by OAW in total, - larger than 50% from all built of this particular type. Allies captured big quantity of uncompleted OAWs D.VII after occupation of this Germanys region.

Wing Span	893 m
Length	7.00 m
Empty weight	757 kg
Take-off weight	959 kg
Speed, max	190 km/h
Engine, type (power)	Mercedes D.III (160/180 h.p.) or Mercedes D.IIIau (180/200 h.p.)
Machine guns	2xLMG 08/15 Spandau

During the summer of 1916, in the sky over the Western Front, German pilots met a new British fighter, the Sopwith Triplane. The new plane had excellent performance; No.10 Sqn of the RNAS claimed 87 German planes in 4 months, other units also had great successes.
The German Idflieg became anxious with the situation. At first the decision was simple: make a copy of the Triplane, like had been previously done with the Morane and the Nieuport. But the Fokker Flugzeugwerke Company, headed by Anthony Fokker, developed its own triplane based on studies of the Sopwith triplane.
After many successful test flights, which confirmed the high performance level of the new plane (especially maneuverability), the company started building a few pre-production planes. These planes were delivered to elite fighter units for use by the most famous aces.
In June of 1917, the first two planes with serial numbers F.I 102/17 and F.I 103/17 were passed on to Jagdgeshwader I, the famous Flying Circus which was headed by Manfred Von Richthofen (Pour le Merite, 59 victories by this time). Richthofen received plane number 102/17, another was delivered to Jasta 10, and another famous pilot, Werner Voss (38 victories by this time, Pour le Merite) flew 103/17.
But the combat service of both of pre-production aircraft was short. Von Richthofen claimed two victories with 102/17, another pilot, Kurt Wolff, who was shot down in combat with Camels from No.10 Sqn RNAS on September 15th, later flew this plane.
Werner Voss claimed 10 victories, with his final victory on September 23rd, when he shot down a British DH4. On the same day Voss was killed in combat with seven SE5As from 56th Sqn RFC.
At this time the Fokker Company started its serial production of the new aircraft. In accordance with the German classification system, the plane received the official name Dr.I (Dreidecker - triplane).
Soon this plane would come into world history as a symbol of World War I.

Wingspan	7.19 m
Length	5.77 m
Take off weight	586 kg
Speed (max)	165 km/h
Engine	Oberursel UrII 110 h.p.(FI 102/17) Le Rhone 110 h.p.(FI 103/17)
Armament:
Machine guns	2xLMG 08/15 Spandau

The Albatros D.III (Oeffag) series 253 was the last modification of the famous WWI Austro-Hungarian fighter. After successful testing of the 225 h.p. Austro-Daimler engine it was immediately installed in the late 153 series airframe. In May 1918 the Oeffag factory received an order to supply 230 aircraft of the 253 series. Because construction was unchanged apart from the new engine installation, new fighters were delivered to the combat units Flik 61 and Flik 63 in the same month. Up to October 1918, the Oeffag factory manufactured 201 fighters. Many pilots, who had flown other new aircraft, regarded the Oeffag series 253 as the best and finest fighter of all.
The first Oeffag series 253 aircraft were very similar to the late series 153 machines. Later aircraft had ailerons and elevators with scalloped edges. The armament was now installed only at eye level; and as with all earlier Oeffag fighters, it had a slanted tailskid and individual exhaust pipes.
After the end of the Great War, Oeffag built an additional 30 aircraft (260 were built in total). Poland purchased 38 Oeffag series 253s; these fighters served in the Polish Air Force until the mid-Twenties. The Oeffag factory was closed soon after the war, but in the late 1930s, when Austria had been occupied by Germany, Wiener-Neustadter Flugzeugfabrik again started to produce aircraft, now Messerschmitt fighters. In 1944-45 all Oeffag plants were totally destroyed by Allied bombers.

Wingspan upper	9,0 m
Wingspan lower	8,7 m
Length	7,35
Take off weight	964 kg
Speed, max	188 km/h
Engine	1x225h.p. Austro-Daimler
Machine guns	2x0,8mm Schwarzlose7/12

Just after a gain of Fighter Competition in February 1918 by Fokker V11 prototype, Inspectorate of Aviations Troops (Idflieg) immediately ordered from Fokker Flugzeugwerke 400 new aircrafts, which received official designation Fokker D.VII. But at the spring of 1918 park of German fighter aircrafts was totally obsolete and needed much mope a new planes. Fokkers plants had a limited possibilities and Fokker also developing in same time new prototype V18 with best performances in compare with D.VII (this plane would became late well-known as Fokker E.V/D.VIII, or, more familiarly, Flying Razor).
Idflieg solved this problem simply: soon Albatros Flugzeugwerke, which stopped at this moment production of obsolete Albatros D.Va type, received order on license production of D.VII on its plants. Apart from main factory, based in Johanisthal, Albatros had a branch factory OAW (OsTDeutschen Albatros Werken) on the Schneidemuhl, and these two plants could build many more aircrafts than on the Fokker plants.
First Albatros-built D.VII was absolutely similar to early-built by Fokker Company, and only presence letters Alb (to Albatros) just after the serial differed these machines.
After some crashes on the air connected with the ammunition caught fire, pilots began afraid the new plane. Some experienced pilots still flying on D.VII but without cowling panels (for best ventilation of engine and ammunition); Carl Degelow from Jasta 40 even deleted upper panel for maximum ventilation.
Albatros Company modified system of ventilation, - new louvers were added to the sides panels as well as with special maintenance openings. This innovation remained on further license aircrafts (OAW also changed system of ventilation).
About 2600 aircrafts were built under license (together with OAW plant), - more than half from all - built Fokker D.VII.
Allies as trophies received many D.VII just after the end of WWI; all others aircrafts were scrapped in accordance with Armistice conditions.

Span, upper	8,70 m
Span, lower	7,01 m
Length	7,00 m
Weight of aircraft	757 kg
Take off weight	959 kg
Time of 2000 m altitude reaching	4 min
Speed, max	165 km/h
Engine, type (power)	Mercedes D.III (160 h.p.) or Mercedes D.IIIau (180 h.p.) or BMW IIIa (185 h.p.)
Machine guns	2xLMG 08/15 Spandau

In April 1918, new fighters from Fokker, the D.VII, were delivered to the most experienced hunting units (Jastas). This plane was quite different among other fighters of the time, especially noted for its excellent flight performance, strong construction, and high maneuverability. British and French pilots, who met the new fighter in the sky over the Western Front, gave it the nickname Square-Nose. Dogfighting with Square Nose planes was fatal for allied planes in a majority of the cases.
The first batch of Fokker D.VIIs were built directly in the Fokker plants of Schwerin. German Air Command needed a greater quantity of new fighters, and soon the Albatros Werke received an order to produce the D.VII under license. Apart from the primary plants, located in Johannisthal, the Albatros company had branch plants in Schneidemuhl, named the OsTDeutschen Albatros Werken. The production possibilities of the OAW factory allowed building more aircraft than the Albatros and Fokker plants put together.
The early OAW built planes were similar to Fokker built machines in almost all details. The main difference was the four-color lozenge fabric used on all surfaces except the nose, where a distinct Giraffe like pattern was applied, basically mauve stains on the green cowling.
During May of 1918 the first bad news concerning the D.VII came from the Front: several D.VIIs crashed after having in-flight fires, the origin of these fires remained unknown until Lt.F. Friedrichs survived an accident. He reported that the ammunition in his aircraft caught fire causing fuel vapor from the main fuel tank to flash.
The ammunition installation was improved. Ventilation around the engine was improved by adding additional louvers on the engine side panels. Through all of the production period when OAW built Fokker D.VIIs, different modifications produced different external cooling system louver locations.
About 2000 Fokker D.VIIs were built by OAW in total, more than 50% of all the D.VIIs built. Allies captured a large quantity of uncompleted OAW D.VIIs after the occupation of this region in Germany.

Wing Span	893 mm
Length	7.00 m
Empty weight	757 kg
Take-off weight	959 kg
Speed, max	190 km/h
Engine, type (power)	Mercedes D.III (160/180 h.p.) or Mercedes D.IIIau (180/200 h.p.)
Machine guns	2xLMG 08/15 Spandau

The first license-built versions of the Albatros fighter produced in Austria-Hungary by the Oeffag plant used the185 h.p. Austro-Daimler engine. The appearance of the more powerful 200 h.p. engine and its successful testing in a series 53 airframe showed improvements in all main technical data. Construction of wings and airframe was unchanged, but the new aircraft received the official designation D.III (Oeffag) series 153. The first order was placed for 111 planes, but this quantity was quickly increased to 281 aircraft. Virtually identical at first to the series 53 aircraft, 153 series Oeffags soon obtained differences: spinners on most of the aircraft of the first batch (153.01-153.111) were removed because they could fly off in time of flight. After the 112th aircraft, series 153 planes were built with a rounded nose (without any spinner). This improvement increased maximum speed by 15 km/h. As previously, Schwarzlose machine guns were installed under the upper panel, firing through blast tubes mounted alongside the engine. An unreliable synchronization system as well as slower-rate incompletely cowled machine guns demanded a new type of installation. Some D.III (Oeffag) series 153 had a gun installation at eye level but this improvement was not adopted on all series 153 aircraft.
Excellent flight characteristics, easy control, and ease of maintenance on the ground soon made the D.III (Oeffag) series 153 a favorite among pilots. The most successful Austria-Hungarian aces gained many victories flying the D.III. Production ended in June 1918, when the more improved D.III series 253 appeared. Many aircraft flew until the last days of the Great War and even after the end of war many D.III series 153 machines were still in service in Czechoslovakia, Hungary, Poland, Ukraine and some other countries.

Wingspan upper	9,0 m
Wingspan lower	8,7 m
Length	7,35/7,37 m
Take off weight	964 kg
Speed, max	188 km/h
Engine	1x200h.p. Austro-Daimler
Machine guns	2x0,8mm Schwarzlose7/12

The first license-built versions of the Albatros fighter produced in Austria-Hungary by the Oeffag plant used the185 h.p. Austro-Daimler engine. The appearance of the more powerful 200 h.p. engine and its successful testing in a series 53 airframe showed improvements in all main technical data. Construction of wings and airframe was unchanged, but the new aircraft received the official designation D.III (Oeffag) series 153. The first order was placed for 111 planes, but this quantity was quickly increased to 281 aircraft. Virtually identical at first to the series 53 aircraft, 153 series Oeffags soon obtained differences: spinners on most of the aircraft of the first batch (153.01-153.111) were removed because they could fly off in time of flight. After the 112th aircraft, series 153 planes were built with a rounded nose (without any spinner). This improvement increased maximum speed by 15 km/h. As previously, Schwarzlose machine guns were installed under the upper panel, firing through blast tubes mounted alongside the engine. An unreliable synchronization system as well as slower-rate incompletely cowled machine guns demanded a new type of installation. Some D.III (Oeffag) series 153 had a gun installation at eye level but this improvement was not adopted on all series 153 aircraft.
Excellent flight characteristics, easy control, and ease of maintenance on the ground soon made the D.III (Oeffag) series 153 a favorite among pilots. The most successful Austria-Hungarian aces gained many victories flying the D.III. Production ended in June 1918, when the more improved D.III series 253 appeared. Many aircraft flew until the last days of the Great War and even after the end of war many D.III series 153 machines were still in service in Czechoslovakia, Hungary, Poland, Ukraine and some other countries.

Wingspan upper	9,0 m
Wingspan lower	8,7 m
Length	7,35/7,37 m
Take off weight	964 kg
Speed, max	188 km/h
Engine	1x200h.p. Austro-Daimler
Machine guns	2x0,8mm Schwarzlose7/12

The Osterreichische Flugzeugfabrik AG(Oeffag) built only 16 D.II aircraft; all subsequent machines represented a D.III modification. The new version kept the D.IIs fuselage, tail unit and undercarriage, but its wing construction had undergone development. In fact, the license version retained the original German wing design, but Oeffags engineers improved the wings structure, giving them more strength because many German D.IIIs had had wing failures.
The D.III (Oeffag) series 53 prototype first flew in February 1917, and in June the first aircraft reached the Front. In comparison with the Hansa Brandenburg D.I, the new fighters were superior in all main aspects of performance (climb, maneuverability); moreover, many pilots regarded the D.III as absolutely safe. Rate of climb was even slightly superior to the German D.III. Armament of D.III (Oeffag) increased up to the two machineguns.
The dimensions of the license-built Albatros D.III also slightly differed from its German cousin, because of the manufacture and installation of a new engine as well as other details. In all, 45 D.III (Oeffag) series 53 aircraft were built. All of these fighters were dispersed between Front-line and training units. Many of them served until the last days of the war. In the summer of 1917 a new, more powerful engine (200 hp) was installed and this sub-modification, later named the D.III (Oeffag) series 153, with improved performances, replaced the series 53 in production.

Wingspan upper	9,0 m
Wingspan lower	8,7 m
Length	7,35 m
Take off weight	964 kg
Speed, max	178 km/h
Engine	1x185h.p. Austro-Daimler
Machine guns	2x0,8mm Schwarzlose7/12

In the middle of 1916 the Military Command of Germany placed order with several companies for building special fighter with floats. The aircraft of this type was needed to protect naval bases along the Flanders Goast.
The Albatros Flugzeugwerke, which at that moment started production of Albatros D.I fighter, very quickly re-developed D.I.s design to the naval requirements. Fuselage construction remained the same, however the wings area, as well as the gap between the wings, increased. The configuration of the tail plane unit also changed and undercarriage was revised for floats installation.
The first prototype (w/n 747) was delivered for test flights in August 1916, but soon it was returned to the factory because the floats were too short. One month later, W.4 was tested again. Pilots reported that the plane was difficult to control, but its maximum speed and climb speed were sufficient.
The first three planes (production numbers: 747, 785, 786) were equipped with early-type floats; the next 10 planes (w/n 902,911) that were produced in 1917 had floats of improved type. Such floats were installed to all planes that were built later.
The exploitation of aircrafts in the naval environment encountered certain troubles: salt water could easily spoil fabric-covered wings, wooden floats and propellers; besides that, side radiators tended to boil-off more water than it was necessary. All these shortcomings were to be eliminated in the process of mass-production.
Starting with the plane no.1484, which conducted its first flight in July 1917, all W.4s were equipped with four ailerons and wing-mounted radiator; struts between fuselage and floats were slightly shortened. Maneuverability of the late version was better, but inspite of all these advantages, W.4 did not continue its military service. At the end of 1917, the successful exploitation of two-seaters like Friedrichshafen FF33 and Hansa Brandenburg W.12 proved that two-seater fighters were the most suiTABLE for naval service.
In total, 118 Albatros W.4 were built; Austria-Hungary purchased eight of them, and the last lot of 20 aircrafts had never been dispatched to the combat units. In August 1918 only nine W.4s were used for the military service (four on the North Sea and five in Turkey), all others were either at training stations or under repair.

Span upper	9,5 (9,5)m
Length total	8,5 (8,4)m
Height total	3,65 (3,6)m
Float Length	2,06 (20,8)m
Take-off weight	989 (1065)kg
Speed max	155 (160)km/h
Time of 1000m reaching	5 (5,5)min
Powerplants	1xMercedes DIII, 160 h.p.
Armament	2xLMG 08/15 Spandau

Just after a gain of Fighter Competition in February 1918 by Fokker V11 prototype, Inspectorate of Aviations Troops (Idflieg) immediately ordered from Fokker Flugzeugwerke 400 new aircrafts, which received official designation Fokker D.VII. But at the spring of 1918 park of German fighter aircrafts was totally obsolete and needed much mope a new planes. Fokkers plants had a limited possibilities and Fokker also developing in same time new prototype V18 with best performances in compare with D.VII (this plane would became late well-known as Fokker E.V/D.VIII, or, more familiarly, Flying Razor).
Idflieg solved this problem simply: soon Albatros Flugzeugwerke, which stopped at this moment production of obsolete Albatros D.Va type, received order on license production of D.VII on its plants. Apart from main factory, based in Johanisthal, Albatros had a branch factory OAW (OsTDeutschen Albatros Werken) on the Schneidemuhl, and these two plants could build many more aircrafts than on the Fokker plants.
First Albatros-built D.VII was absolutely similar to early-built by Fokker Company, and only presence letters Alb (to Albatros) just after the serial differed these machines.
After some crashes on the air connected with the ammunition caught fire, pilots began afraid the new plane. Some experienced pilots still flying on D.VII but without cowling panels (for best ventilation of engine and ammunition); Carl Degelow from Jasta 40 even deleted upper panel for maximum ventilation.
Albatros Company modified system of ventilation, - new louvers were added to the sides panels as well as with special maintenance openings. This innovation remained on further license aircrafts (OAW also changed system of ventilation).
About 2600 aircrafts were built under license (together with OAW plant), - more than half from all - built Fokker D.VII.
Allies as trophies received many D.VII just after the end of WWI; all others aircrafts were scrapped in accordance with Armistice conditions.

Span, upper	8.70 m
Span, lower	7,01 m
Length	7.00 m
Weight of aircraft	757 kg
Take-off weight	959 kg
Time of 2000 m altitude reaching	4,0 min
Engine, type (power)	Mercedes D.III (160 h.p.) or Mercedes D.IIIau (180 h.p.) or BMW IIIa (185 h.p.)
Machine guns	2xLMG 08/15 Spandau

In the early part of 1917, Pfalz Flugzeugwerke - GmbH - Speyer am Rhein company developed its first company designed plane, which received the designation Pfalz D.III. The new plane soon received good performance reports from the pilots (especially for its maneuverability and pilot visibility).
But installation of its machine gun within the fuselage was more than a failure; the best solution would be placement of the weapon at eye level.
In the autumn of 1917 the first modified aircraft, the Pfalz D.IIIa arrived at the Front. Apart from the weapon installation, the new plane had a square tailplane with increased area. At the end of April 1918, 433 Pfalz D.IIIas were at the Front, together with the D.III they accounted for about 25 percent of the total for all fighter types.
750 Pfalz D.IIIas were built in total, more than fifteen Jastas operated this type. Some aircraft of the last production batch built were delivered to Turkey.
The Pfalz D.IIIa served until the end of war, at times they remained a first line fighter, but in early 1918 (after the Fokker D.VII began to appear), the D.IIIa began to be deleted from its first line position.

Wingspan	9.40 m
Length	6.95 m
Wing area	22.17 m2
Take off weight	905 kg
Speed(max)/at level	165 km/h / 3000 m
Service ceiling	5100 m
Endurance	about 2.5 hr
Engine	one liquid cooled Mercedes D.III, 160 h.p.
Armament:
Machine guns	2xLMG 08/15 Spandau

In the autumn of 1917 Germanys Idflieg (the aviation inspection section) quickly fixed a date for a Fighter Competition, with the aim of replacing fighter Aerodromes. After the appearance of the Sopwith Camel and the SPAD XIII, all German scout planes became obsolete (the first being the Albatros DV) and the allies now dominated the sky. The most modern German design, the Fokker F.I (Triplane) arrived at the Front during August of 1917 but had many technical problems that needed to be dealt with.
At the end of September 1917 Anthony Fokker gave an order to prepare a new project - the V.11, the new aircraft had to be a biplane with cantilever wings (no external bracing, which created additional air resistance) and powered by the 160 h.p. Liquid-cooled Mercedes D.III.
On the 21st of January 1918 the fighter competition began in Adlershof, thirty new types were proposed, among them the V.11, which had an impressive showing of its flying characteristics since the first test fight. The famous Red Baron - Manfred Von Richthofen praised the new V.11 aircraft after testing but had a few negative remarks to make about the V.11. His remarks were taken into account and the V.11 was modified before the competition in Adlershof, which was to end on the 12th of February. Fokkers plane won the competition, and Germanys High command planned an offensive against the allied troops during March of 1918, the plan obviously needed support from the sky. Production of the Fokker D.VII (the official name of the V.11) immediately began in Fokkers plants, together with licensed production of the Albatros in the OAW factories.
The early-built Fokker D.VIIs began arriving at the Front by the end of March 1918. Quantities of the new type were minimal and only one D.III was assigned to each Jasta (hunting squadron). Usually the D.VII was given only to the best aces and most experienced pilots. Manfred Von Richthofen received his own D.VII during April, but he preferred his Lovely Dr.I, probably, this was a fatal decision, made the day before his death.
During July of 1918 more than thirty Jastas were operating this type, the total number of D.VIIs at the Front being 407 aircraft. The first combat experience with the D.VII proved that it was the best fighter of the time. The D.VII was clearly better than any allied fighter in performance, it had a higher maximum speed, very strong Construction, and some aircraft even returned after battle without struts or cables!
775 planes of this type reached the Front up until November 1918. The majority of them being equipped with the more reliable and powerful Mercedes D.IIIau or BMV IIIa engines.
More than 3000 Fokker D.VIIs were built in Germany, about 200 aircraft, powered by the 200 h.p. Austro Daimler engine were built in Austria-Hungary under License. After the war, many Dutch built D.VIIs were sent to Belgium, some to Denmark, Czechoslovakia, Lithuania and others. Soviet Russia purchased 50 aircraft, and confiscated D.VIIs were delivered to the U.S., many being used in the Aerial Circus as well as in the Hollywood movies.
The Fokker D.VII was clearly the best fighter of the Great War, this achievement being confirmed in Article IV of the Versailles Treaty; as a condition of the treaty, the German armies must surrender the following war material: 1700 airplanes - including fighters and bombers, and first - all Fokker D-7s and all night bombing machines.
These statements fully reflected the characteristics of one of the best WWI planes, which became a symbol of Germanys most advanced achievements and the engineering genius of Anthony Fokker.

Span, upper	8,93 m
Span, lower	7,00 m
Weight of aircraft	757 kg
Take of weight	959 kg
Time of 2000 m altitude reaching	4,0 min
Service ceiling	6000 m
Engine	Mercedes D.III (160 h.p.) or Mercedes D.IIIau (180 h.p.) or BMW IIIa (185 h.p.)
Armament	two fixed LMG 08/15 Spandau

Along with the beginning of production of the Albatros D III plane under the license at the OAW plant, the Albatros Flugzeugwerke started to work on further modernization of this fighter. A new prototype, the D.IV appeared; however, due to poor performance this project was soon abandoned. The next version, the D.V, br>had the same wing shape as the D.III, but the design of the fuselage had been completely revised: all of its cross-sections were oval, unlike the flat-sided fuselage of the aircrafts predecessors. Thus, one of the most elegant fighters ever built was introduced. br> Apart from the new fuselage, the D.V had a rudder of rounded shape, similar to the D.III OAW, and the underfin had a more raked appearance. The aileron controls on the D.V passed through the upper wing; like the British S.E.5, this aircraft had a headrest just behind the cockpit. In comparison with the D.III, the wing gap had been reduced from 1.54 m to 1.47 m.
The first series production D.V fighters arrived at the front in May 1917. Their appearance did not cause the same sensation as had earlier versions of this aeroplane -- by this time new allied fighters were of better performanced than the D.V fighters. Yet another unsolved problem inherited from D.III was the lower wing failures followed by numerous fatal accidents;
twenty-three pilots were killed during the first three months of the aircrafts service because of this structural failure.
However, despite the aforementioned problems, 900 aircraft of the D.V type were built. The increasing activity of the Allied Forces made Germany build more and more fighters. The Albatros Flugzeugwerke was the only manufacturer capable of producing aircraft in large quantities.
In the second half of 1917 another sub-modification - the D.Va - appeared. The major difference of this version was the absence of the headrest in response to pilots complaints about the worsening of field of view to the rear.
Also, the aileron control cables were now led through the lower wing. The gap was reduced again - this time by 38 mm.
The Albatros parent plant produced 1,012 D.Va aircraft; the subsidiary OAW plant produced another 600 planes of this type.
This fighter was considered already obsolete at the beginning of its service, but if flown by an experienced pilot it could be a very effective weapon. Famous aces like Manfred von Richthofen, Ernst Udet, Erich Loewenhardt and others scored many victories flying the D.V and the D.Va.
At the beginning of 1918 the Albatros D.V/D.Va was Germanys most numerous fighter. In May there were 1,117 airplanes of both versions in combat units (131 type D.V machines and 986 D.Vas), over 50% of the total number of German fighters. Only the production of the famous Fokker D.VII by the Albatros and OAW plants made the Albatros D.V/D.Va fade into the background. However, these aeroplanes still remained in service until the last days of war.

Wingspan upper	9,0 m
Wingspan lower	8,73 m
Length	7,33 m
Gap	1.44 m
Take off weight	967 kg
Time to reaching of 1000m	4 min
Engine	1x160/180 h.p. Mercedes DIII/IIIa
Machine guns	2xLMG 08/15 Spandau

Albatros D.V, Jasta 27, Oblt. Hermann Georing, mid 1917. Albatros D.V, w/n 1177/17 Jasta 11, Manfred von Richthofen, June 1917 Albatros D.Va, Jasta 56, Franz Schlieff, early 1918. Albatros D.V, Jasta 10, Oblt. Ernst von Althaus, July 1917. Albatros D.Va, Jasta 6, Oblt. Eduard von Dostler, 1917. Albatros D.Va, Jasta 5, flown by Josef Mai, 1917.

The worlds first real helicopter was built in Austria-Hungary during the last stages of World War I. Yet during 1916 Major Stephan Petrochy proposed the idea of replacing observation balloons by a new-type of machine. He suggested that a helicopter would be more reliable and less dangerous then hydrogen filled balloons.
Initially the new helicopter was planned with the installation of the 300 hp electric Austro Daimler motor, but this decision proved wrong because of it being too heavy.
In its final configuration the PKZ-2 (PKZ for Petrochy-Karman-Zurovec whose ideas and decisions gave a life to helicopter) was a counter-rotating machine with two rotors and three 100 hp Gnome rotary engines; construction was light and assembly easy for transportation purposes. The PKZ-2 was a tethered helicopter, with tethering cables retracted by winches on the ground. The observer occupied a special cupola-like basket; he could leave the cupola with a parachute, if necessary.
Test flights of the PKZ-2 began in April of 1918. The more powerful Le Rhones soon replaced the unreliable Gnomes. The helicopter performed more than 30 successful flights, but some problems with stability were still unsolved.
On June 10, 1918 the PKZ-2 was demonstrated for military commanding officers; two flights were made with observers in the basket, but others were made without an observer. On the same day the helicopter crashed from height and was slightly damaged. Military command refused the PKZ-2, saying it represented a high danger to the observer. On June 21st the project was cancelled.
Finally, the PKZ-2 was a revolutionary design for its time. Only forty years later the counter-rotating scheme was introduced on the Kamov helicopters in the Soviet Union: other countries generally would not adopt this scheme. And although the PKZ-2 was never used operationally, it really was the first real helicopter and the only helicopter, which flew in the skies of World War One.

Diameter of rotor blades	6 m
Weight (without observer)	1200 kg
Engines (type, power)	3x Le Rhone, each 120 h.p.
Take-off speed	1,5 m/sek
Crew	1 per
Armament	none